Lubricating-pump for locomotive-engines.



PATENTBD JEINE 5, 1906.

J. F. MOO/ANNA. I LUBRIGATING PUMP FOR LOGOMOTIVE ENGINES.

APPLICATION FILED JULY 28.1900.

3 SHEETS-SHEET 1.

' [77 v? (of; 17677 6 a 2711a;

PATENTED JUNE 5, 1906.

J. P. MGOANNA. LUBRIOATING PUMP FOR LOGOMOTIVE ENGINES.

APPLICATION FILED JULY 28.1900.

3 SHEETS-SHEET 2.

J w w K u v0 1 D M J/m m6,

PATENTED JUNE 5, 1906.

. J. F. MOCANNA. LUBRIOAIING PUMP POR LOOOMOTIVE ENGINES.

3 SHEETS-SHEET 3 APPLICATION FILED JULY 28.1900.

,iunmulllllw lim ll I J 6 J J W 76/2 22 Gav/ta, WWW m W8 tive-engines,however, the cup and pum'pfaie UN T D; f eruns JOHN F. MCcANNafoiCHICAQQ; L am see,

.ILLINOIS. r

1 Specificatgloh-otLettez-ii Patent. I v

L uanlcsrme-hums eon tooomorlvz ewemssl'* a 1 se was as:

v Original application flied Tannery 6,1900, s erial llo 645 I Div idedtlilaapplieationfiled JulyfigllhlOi i-flerial ITO-25,167.

T0 at whom it may concern: V l

Be it knownthat I, JOHN F MCCANNA, a resident of Chicago, in the countyof Cook and State of Illinois,.have invented certain new and usefulImprovements in Lubricate. ing-Pump's for Locomotive-Engines, of

the following is a specification. My invention relates to anewandns'eful system of mechanism for lubricating by force-feed pumpsthe stearn-cylinders and other parts of locomotive-enginesfwhere certainand accurate lubrication isbf the u-n-' most importance in keeping upthe speed and. efiiciency of the engine and preventing undue Wear of thereciprocating parts.- l 3 The lubrication of stationary engineforce-feed pumps has been practical 'aco mplished for many years b thesump oym'ent of combined umps and oi -cups, o'nefoi part to be Inricated and driven directly by the moving parts; but so far asI am awaresuch a force-feed system has never been suc' cessfully applied tolocomotive-engines rior to my present invention. As they have canhitherto lubricated in practice the oil flowed from the reservoir-in thecab down into the steam-cylinders by gravity, being admitted with thesteam, and when the engine'sto ped it was necessary to operate shut-offcoclis to stop the flow of the oil, otherwise the entire. supply wouldflow'into the cylinders when the engine stopped, as it descended fasten,than when theengine was in motiomas it did not have to'enter thecylinder against stearn pressure. The lubrication of locomotivefen ginesin the same manner asthe stationary engines by using a combined cupandpump upon each steam-cylinder or other parts to be lubrioatedhas beentried, but has been'a 9 failure becaues different conditions are present than those which are found'in connection j with stationary engineswhich are housed from the Weather and run normally against j uniformloads, whereas locoinofive-engines' are'fre'quently run by th'eload, ason down-- grades. With this arrangementinT-loconui exposed to thewea'then-a'ndin thewinter the" oil in the cups becomescongealed, so'tha't will not new aiidfmoreove'r, the engineer dd' ing the time the trainis in motion sometimes for an hour or more without stoppingcan'j neithersee how the lubrication is being Effect? as is necessary with the changeof work occa the cab, with a delivery- ,notonly rn'al'o. the rate cffeedof I adjustable to-zvary thefquantity' thati's fed for the pumps so thatthefii can-be adjusted steam-cyhn e rep a ing liibricating'th ed nor.can he change therate 'of'lubrication,

'55 sioned by passing from upgrades to downgrades,"and vice versa. v a yIn my presentinventi'on'l overcome. all these difficulties by;iriangi11g a reservoir in p ipepassing to each. of the pumps of which t-ere s, one for-each part to beilibricated and actuated by its ownmoving part,- so that it is lubricated only when funnin and at a ratecorresponding to its s eedg- '10- enable the engineer to see at 55 alltimes how the pump is o erating, l pro- 1 wide in'connection witheac Ipump a feed- .;test' located in the cab, and in order to enable hini tosupply the oil iii-quantities as'needed t eahi part {to be lubricatedpxre'ferably opumps while 0 crating at a given rate of speedybut I may aso-arrange the actuating connections 1 by the engineer from the ca whilethe engine, is running so as to enable to vary the rate of feed at willindependentlyof the-speed of the engine ,',as may he necessaryltofurnish more lubrication when the loadisheavy, as 3k u von an upgrade,or to the me nt w en the load is light, as e d w d J 1 preferablyalsojarrangre the" actuation of the pumps for the driving-cylinders sothat the rate of feed ,willj-bevari'ed automatically, as a; greatero'r'less amount" of'steam is admitted to the cylinders to t en-eat aaaut'oniatically whedthe lideisg ven a long a stroke an pull a greateror lesslo'ad" u b cant being lncreas'e wise di nished' proportionair-pressure from the aii'pump," so,|that serves as an cator alwaysln'sight of-th engineer'a a Jacent toeaeh u Q h iteatter so tha weatherto prevent any ossible failure of the pump by reason of the oibecomingcongealed therein. 7 i

My invention furthermore consists of certain combinations, ofinstrumentalities and details of construction, all as will behereinafter fully described, and specifically pointed out in detail inthe claims. Referring now to the accompanying sheets of drawings, inwhich the same reference characters designate identical parts in all thefigures, Figure 1 is a,side elevation of an en- ,gine equi ped with mylubricating system, a ,iibrtion o the cab being broken away to dis r 5,close the arrangement of the parts. Fig. 2 is a rear elevation of aportion of the top of the I boiler, showing the location of thereservoir, .-the ,lubricating-puni s for the air-pump, and

- the arrangement 0 the pipe connections. Fig. 3 is a detail in sectionon the line A A of Fig. 1, but on a larger scale. Fig. 4 is a detail insection on the line B B of Fig. 3 on a still lar er'scale. Fi 5 is adetailin section on the ins C O of ig. 1, but showing the 2 5 other sideof the engine. Fig. 6 is a central v sectional view through one of thelubricating-pumps for the driving-cylinders. Fig. 7 is a plan view ofthe same. Fig. 8 is a front elevation, partly in section, of thereservoir and its sight-feed attachments in the cab..

Fig. 9 isa front elevation of the lubricatingpumps for the air-pumpsteam-cylinder and' the air-pump. Fig.10 is a central sectional view ofthe same'on the line D D of Fig. 11.

5 Fig. 11 is a lan view of the same in section 1 on the line E of Fig.9. Fig. 12 is a side elevation of the same 1n section on the line F F ofFig. 9, and Fi 13 is a central longitudinal section of one o thevacuum-valves.

o Before describing the specific construction of the various mechanismsmaking up the system which are illustrated in detail in Figs. .6 to 13,I will describe the general constructionand arrangement 'of the partsand 5 their connections, as shown in Fi s. 1-to 5.

Inillustratin' my invention I ave shown my system app ied to thelubrication of the two driving steam-cylinders l, the air-pumpsteam-cylinder 2, and the air-pump 3. As a' single kind of oil is usedfor lubricating all three of the steam-cylinders, I referably employ areservoir 4, common to a l of them,

which is conveniently su portedin the position shown in Figs. 1 ant 2 bythe bracket 5,

prog'ectin g upward from the rear end of the oi er hrec feed-testmechanisms 6, 7,

I and 8 are connected to the reservoir through the inediun'i of thevalves 9, 10-, and ll,which control the entrance of the oil to the.supply- 6o ipes l2, l3, and 14, whichl'ead to the umps or the left andright hand driving-cylinders 1 and the air-pump steam-cylinder 2, resecti vely. Shut-off cocks 15 are placed int ese pipes leadin to thereservoir, for a urpose' es'to be descri 'd.. The pipes 12 an 13, or

continuations thereof, enter into thejacket of the engine next to theboiler, as seen at 15 and 16, and thence pass'forward and downward tothe point 17 where they emerge from the jacket and pass, as directly asmay be, to the pumps 18 and 19, respectively, which are secured'againstthe rear ends of v the steam-chests of their respective cylinders 1.Each of'these pumps is given an im- 'ulse at each reci rocation of theslide-valve y means of are 20, which is connected at one end to theslide-valve rocker-arm 21 and at the other end to the actuating-arm 22of the pump, which arm is thus reciprocated at each stroke of thedriving-pistons and by the mechanism to be subsequentl described slowlybut regularly operates the ump to draw oil from the supply-pipe an forceit through the discharge-pipes 23 and past the vacuum-valve 24 into thesteam-chest of its cylinder. Thisvacuum-valve, which will be more fullydescribed hereinafter, consists of a valve controlled, preferably, by as ring so adjusted as to permit the passage 0 the oil oniy toward thecylinder and that only under heavy pressure, the object of itsemployment bein to prevent the oil from thereservoir, whic being locatedin the cab is so much higher than the oint of delivery, from v flowingdown by hy rostatic pressure and 5 vents the sucking of the lubricatin-oil into-10o the cylinder that takes place when the steam is shut oil,as this suction is not strong enough to overcome the pressure of thecontrollingring in the vacuum-valve, and by the 'e'mp oyment of theforce-feed pump I 10 5 can overcome any resistance that may be requiredin the vacuum-valve.

As will be more fully hereinafter described, the pumps 18 and 19 areprovided with pistons'which are reciprocated at a rate of speed r10varyingdirectly with the speed of the engine, but the connections forwhich are adjustable so that the length of stroke of the piston can bevaried alt will to pump greater or lesser amountsof oil at a certainrate-of speed-of the engine. By adjustingjthe valves 9, 10,

and'll the oil supplied to each of the pumps can be drawnfrom thefeed-test mechanisms 6,

7 and 8, so that the engineer can at any time observe the rate of feedof the pur rli p without r z'o leavin his'position in the cab. erateoffeed 0 the pumps as controlled by the length of stroke of the piston cano course be ehangetlto suit the ideas of different engineers as'to theamount oflubrication required. I 2 5 while running under ordinarycircumstances;

but after it is once set the amount of lubrication relative to the speedof the engine, irreslipective of the load, should not be changedhowever, it is desirable that the engineer 1 o may be able to materiallyincrease at will the amount of work to be done as the engineer, amountof lubrication with an increase of adjusts the reversing-lever forgreater or less load, as a heavier grade isencduntered or to uantitiesof steam to be admitted to the I diminish the amount correspondinglywhen a riving-cylinders. The method of control- 15 downgrade is struckand the work of the enling the amount f steam thus admitted b 70'gi'ne'is reduced. To effect this change from the link-motion valvemechanism is wel the cab While the engine is running, I pivot in knownand need not be here explained furone side of the cab, preferably to theside of ther than to saythat when the load is light the boiler, the hand-lever 25, which may co the slide-valve is arranged so as to have but aio-operate witha graduated segment'26 in the slight reciprocation,shutting off the steam 75 customary manner to indicate the differentshortly after it starts the piston in either dirates of feed, dependingu on the osition of rection, whereas when the load is heavy the thelever. The lower en of this ever 25 is valve has a longer reciprocation,not cutting connected by a rod 26 with the arm 27,which off the steamuntil the piston is substantially "r 5 is secured to a rock-shaft 28,mounted in bearat the end of its throw. As the length of the 80 mgs '29and extending beneath the engine, reciprocation of the slide-valve iscontrolled and having the horizontal arms .30, secured by the amount ofmovement given to the at either end thereof, which arms have pivrocker-arm 21,it'will be apparent that when oted to their outer ends theconnecting-rods the load is light and the rocker-arm is moving "2o 31,the lower ends of which are pivotally sethrough a very small angle therod'20 will be 85 cured upon the wrist-pins 32, projecting ingiven but aslight movement, and consewardly from the blocks 34, which aremountquently the pumps 18 and 19 will be operated ed to slide freel uponthe substantially .vermore slowly than if the load is heavy and thetical links 35, w 'ch are securedsubstantially rocker-arm is movingthrough a larger angle 25 parallel to the rocker-arms 21 by means of andtherod 20 is givena longer reciprocation. 9o

1 the lugs 36 and 37, projecting forwardly For engines which areemployed in latitherefrom. Thelu s 36 and 37 are provided tudes whereextremely cold weather prevails with suitable apert res, (not shown,)through at any time of the year I preferably employ which the links 35pass-and which are rigidly means for heating the pumps 18 and 19, and

8 secured therein-bymeahs of set-screws or 1n this is convenientlyaccomplished by leading any other desired way. Each block 34 has a smallsteam-pipe 40 from the exhaust-port the aperture 38 therein, throughwhich its to a steam-pocket 41, arranged between the link 35 passes, andit is also provided with end of the pump and the steam-chest to I theapertured ear's39, in which the end of the which it is secured. Thedetails of the con- 35 rod is pivoted. By the construction herestructionof this )ocket 41 are shown and 100 in described it will be seen that asthe lever will be described in connectionwith the deis swung-in eitherdirection the shaft 28 tailed description of the pump. A small will berocked and its arms will thereby pipe 42 leads from this pocket andopens into raise or lower the rods 31, which in turn will the smoke-boxof the engine, as at 43, so that raise or lower the sliding blocks 34upon the a portion of the exhaust-steam passing 1o5 links35,thusbringingtheseblocksand thepivthrough this pocket will keep itthoroughly votal point of therod Z0 fartherfromor nearer heated, and itsproximity to the pump will to the axis of therocker-arm21,thusincreasrevent the'temperature in the pump from ing or diminishingthelength of throw given to i allin low enough to cause the oil to becon- 45 the rod 20 and the consequent movement of g theactuating-arm 22for the pumps 18 and 19. 12 and 13 in passing from the cab to the If theblocks 34 are dropped down to their pumps are carried, so far aspossible, beneath lowermost position in line with the axis of the thejacket of the boiler, as to keep the temrocker-arm2l, it will be aparent that the perature thereof up in spite of cold weather.

5o lubrication will cease entire As will be As will be seen from Figs. 1and 5, the por- 1r 5 hereinafter ex lained, the amount of actuations ofthe pipes 12 and 13 extending from tion given to t e pumps at eachmovement of thejacket to the pum|ps are immediately adthe rocker-arm21will vary proportionately, jac'ent the pipes 42, so that both of themcan and by .means of the mechanism just debe wrapped or incased by thesame heat-re- 5 5 scribed the engineer has at his hand means tainingpacking, and the exhaust-steam in 120 l for instantly and simultaneouslyeither shutthe pipe 42 thus serves to keep the oil in the ting ofi',diminishing, or increasing very'mapipes 12 and 13 from becomingcongealed terially the amount of lubrication applied to 'while passingfrom the jacket of the engine to the drivingcylinders 1, as may benecessithe pumps, tated by the different changes in the work re- Toprovide'for any accidental breakage of r 2 5 uircd from the engine. 7 vthe pumps 18 and 1!) or failure to operate \Vith the construction andmechanism from any reason, I provide an auxiliary pipe herein shown Ihave also provided means for 44, openinginto the pipes 12 and 13 a shortautomatically increasing vor diminishing the distance from where theyemerge from the 6 5 amount of lubrication to correspond with the jacketand leading tothe tops of the steameale As previously mentioned, thepipes I 10 l '7" V I chests and opening into them the same as theordinary lubricators. The connection of the branch pipe 44 with thepipes 12'and 13 is furnished with a three-way cook 45, so that it can beturned wheh the pump is in use so that none of the oil can pass from thepipes 12 or 13 into the pipe 44, but which can also be turned in case offailure of the pump so that the oil passes from the pipe 12 into theauxiliary pipe 44 and not through the pump."

If this auxiliary feed ever becomes necessary,

the.cocks 1'5, previously referred to in connection with the reservoir,can be brought into use when the engine is stopped to pre- 15" vent thehydrostatic flow of the oilfrom the reservoir into the cylinder.

The pipe 14, which furnishes the oil for the air-pump steam-cylinder, isconnected to the pump 46, which is located'in the cab not far 2 from thereservoir in the position-shown, and

, this pump 46, which will be described in de tail hereinafter, isoperated by air-pressure coming from the airpump 3 through the pipe 47to the actuating mechanism of the pump. The" discharge-pipe 48, leadingfrom the pump 46, opens through the medium of a vacuum valve 24 into thesteam-pipe 49,

, which carries the steam to the air-pump steam-cylinder 2. As'the oilis forcedby this'pump throu h the vacuum-valve 24, which is ei nplovefor the same purpose as in I connection with thedriving-cylinders, itenters the tube 49 and is carried down by the 5 steam and 'e nters thecylinder 2 to lubricate 3 5 it in the customary manner. As the pump 46isactuated by the 'air-pump 3 the actuating mechanism of the pump 46' notonly serves to pump oil to the cylinder 2 and'the 5o pump 46 and adischarge-pipe 52 leads from said pump to the air-pipe 47, into-which itopens by the vacuum-valve 24", used for the same purposes as in case ofthe -vacuum valves upon the steam-cylinders. The lubricating-oil fromthe air-pump is thus forced into the pipe 47 at a, rate of speedcorresponding to that of the movement of the air-pump, and the oil beingforced into the pipe 47 runs down by gravity into the air-pump 3 tolubricate' the same, its flow not being in the least interrupted by thepulsations of air in the'tube 47. i

From the description of the general construction and operation of thesystem here-v tofore given it will be seen 'that 'I have proaperture 65directl vided certain and efficient-means for lubri eating the variousparts of the engine and auxiliaries, all: of which are entirely' under'jthe control of theengineer atcall times and which can be'varied withinthe widest ranges 7o necessary. The'general arrangement of the .partsand their connections having been described, I will now describethedetails of the I reservoir 4 and its associated parts and the pumps18 and 19 and46. 1 I Referring now to theEreservoi'r 4, which, to-

gether with its connections, is shown in Fig. 8,

I will briefly describe the construction and operation of the same,itbeing substantially the same as the cup showniand'described in 30 detailand claimed in my' application Serial No. 545, filed January 6, 1900.The body of thecup, as shown, is preferabl of a cylindrical shape and isprovided wit the removable cap 53, by which it is filled. The bottom 54has secured therein by any desired means a number of cross-shaped pieces55, having the vertical channels 56. extending therethrough and openingintothe cup, as well as the horizontal channels 57, the inner ends ofwhich arecl'osed, as seen at 58. Of course it will be understood-thatthese pieces 55 might be formed integrally with the bot tom piece 54 andthe cross-shaped design thereof abandoned, except for the interSectingchannels 56 and 57. The sup ly-pipes 12, 13, and .14 are preferablyscrews into the bottom of these cross-pieces, and the channels 57 areeach provided with the sliding horizontal tubularmember 59,1 fillingsaid 00 channel and having its outer end turned up- 7 ward, as at.60,and with the interior'shoulder 61, u on which the gage-glass 62-isseated, and t e screw-threaded exterior by which the slottedgraduated'gage-tube casing 63 issecured in place. The horizontal portion59 has the aperture 64 in its upper side and the beneath it," both 'normally registering with the channel 56. Another aperture 66 is located inthe bottom 1 0 side in suitable position toregister with the channel 56when thetubular member '59 is drawn outfar enough to bring the openings64 and 65 out of re istrationwith said channel, movement to t Listextent being allowed, I 5 but the complete withdrawal prevented by thescrew 67, arranged in the top'of the crossiece and taking into theelongated slot 68, ibrmed in the top of the member 59. When the partsarejn the adjustment of Fig. 8, it n will be apparent; that the oilflows into the pipe 13 freely from both the reservoir and the gage 8,but when the gage is drawn out to its (lOtted-llnfl position theapertures 64 and 6b being out of register-with the channel 1 25 56 andthe aperture 66 being in register with said, channel the oil will bepumped only mg graduated to indicate drops, the engi- 3 saaese neer byadjustment of the desired valve 9, '10, or 11 can readily ascertain therate of lubrication caused by either one of the pumps. The pumps 18 and19 are illustratedin detail in Figs. 6 and7; but for a fullcrdisclosureand a more extended description oi thc same reference is had to myapplication berial No.

18,054, filed May 20, 1900, which shows the details of constructionthereof except the steam-pocket, which has been added. The

framework 69 of the pump is of a generally rectangular shape, itsvarious sides being preterably integral, except that the end70 and thetop 71 are preferably'formed of sheet metal, making a cover that ishinged to the main casing at 72 and which is conveniently secured inplace by a set-screw 73 passing through an aperture in the top part 71and into a lug 74, formed on the barrel 75 of the pump, A block 76extends from one side of the casing to the other and has the channel 77passing therethrough, one end of which is closed by a screw-threadedplug 78,while the other end has the screw-threaded ends 79 of 'thepipe12 or 13, as the case may be, this arrangement of the channel beingemployed so thatthe pumpwillbe adapted to cooperate with either side ofthe engine by merely changing the position of the plug and )ipo. Thebarrel 75 of the pump contains thei zontal cylindrical channel 80,within which the piston 81 reciprocates, and has the outer end thereofclosed by the customary stullinge box construction 82. This barrel hasits inner end secured upon the top of the block 76, between it and thepiece 83, the block 76, barrel 75, and piece 83 all being securedtogether; by the bolts 84, which pass througl': the two upper parts andinto the block 76. A small vertical channel 85 leads from the channel'77 to the top of the block 76, and u on the seat thus formed is placedthe ball 0 eck-valve 86, which is held in place in the pocket 87, formedin the under side of the arrel 75-, apertures 88 leading from the pocket87 to' the horizontal channel 80. A short vertical channel 89 leads fromthe horizontal channel 80 to the top of the barrel 75, and resting u onthe seat; thus formed is the ball-check-va V0 90, which is held in placein the pocket 91, formed on the under side of 1 the piece 83,thepocket-91 having the vertical channel 92 opening into it, whichchannel 92 in turn opensint-o the discharge-pipe 23. It will b e aparent from the structure herein disclosed t' 121005 the piston '81 isreciprocated the oil will be drawn from the channel 77 and forced outthrough the dischargepipe 23 at a rate depending upon the irequency ofmovement of the piston and the length of its stroke. For reciprocatingthe piston at the desired rate of speed l provide the shatt'93, which.is. mounted in bearings formed iii-theabulnicnts 94, extending from 65the sides and endofxthe casing 09. This shaft is preferably reducedeccentric-ally, as at 95, and has cooperating therewith the pieces orbearing-blocks 96, which are held together by the elongated rectangularaperture in the yoke 97, which is pivoted on the rod or shat t 98,passing-through the casing at the lower side thereof. For convenienceo1" assembling the parts the yoke 97 is preferably constructed so thatone side thereof is formed by the detachable piece 99, which is securedto the body of the yoke by the screws 100. The outer scr w-threaded endof the piston 81 passes through the aperture 101, formed in the upperend of the yoke, and the projection or nut 102 on the inner side of theyoke and the nut 103, secured by the locknut 104, serve to form thenecessary movable abutn'ients by which the length of throw of the pistoncan be accurately regulated, as it will be apparent that the closerthe/nut 103 is brought to the abutment or lug 102 the greater theportion ofthe swing of the yoke 97 utilized and the greater the rate offeed. By setting the nut 103 su'lliciently far away the pump can bethrown completely out of action, if desired The shaft 93 is providedwith clutch mechanism 105, whichmay be of any desired form, but which ispreferably like that shown inmy Patent No. 648,620, dated May 1, 1.900,and by means of this clutch mechanism 105 the reciprocation of the arm22, which is preferably secured integrally to the disk 106, which isrotatably mounted on the reduced outer end of the shaft 93, will betransmitted to said shait--i. e., as the arm 22 is reci rocated itsmovement in one 'direc tion will lie imparted'to the shaft 93, soas togive it an intermittent rotation in that direction. As the shifting ofthe position of the block 34 on the rod 35 varies the length of throw ofthe arm 22, it will be apparent that the rate of feed of the pump Wlllbe varied by said adjustment.

Referring now to the pump 46, which is illustrated in detail in Figs. 9to 12, the cas'ng 107 thereol is in the form of a hollow body, open atits ends, and this casing has secured at the upper left-hand cornerthereof the small air-cylinder 108, which is joined by the connection109 to the end of the pipe 47, previously referred to as leading to andopening into the air-pun: p 3. As the p ston of the airpump reciprocatcsit will be apparent that the air in the tube 47 will be alternatelycompressed and released, and the increased pressure tnmsmztted to thepiston 110 m the aircylmdcr 108 Wlll cause it to be moved to itsdotted-line position, and the shoulder 111 bci tween it and its reducedportion 112, cooperating with the slotted lever 113, through which saidreduced portion 112 passes, will cause said lever 113 to be swung aboutits bearing on the outer end of'the shaft 114. against the stress of thehclically coiled spring 115, secured at one end .to the upper sea,

the lug 1.16, projecting upwardly from the top of the cylinder 108. Theouter end of the v 118 and the jam-nut 119 on the screw-threadably-provide the spring-pressed plunger 122,

- shaped head 124, whose inner face takes hold it by friction from anyaccidental movetion confines tho cross-head between the the rate ofpumping, as may be required for formed in the top-of the barrels 142, ofthe the ratchet-wheel 120 is advanced a distance reduced portion 112passesthrough the bearl ing-lug 117, secured upon the front of thecasing in the position shown, and which serves to, limit the throw ofthe lever 113. The nut ed outer end of the reduced portion 112 serve tocontrol the position of the piston 110 and the consequent possiblelength of its throw under the impulse of the compressed air. The lever113 has loosely pivoted thereon the dog 120, whose nose en ages theteeth of the ratchet-wheel 121., whic 1 is rigidly secured by anydesired means upon the outer end of the shaft 114, so that as the piston110 is moved corresponding to the length of movement of the piston. Toprevent any possible overthrow of the ratchet-wheel, owing to the suddenimpulse given it by the piston, I prefermounted in th socket 123 securedupon the face of the casing 107 and having the crescent against theperiphery of the ratchet-wheel to ment. The shaft 114 has rigidlysecured upon it, inside of the casing 107, as by the screw 125, a sleeve126, which has centrally located thereon an. eccentric disk 127, whichis inside of the yoke 128', which is secured to a rod 129, mounted toslide in the elongated bearing 130, provided in the top of the easing,he yoke 128 is also preferably provi ed with the extension 131,'passi11g through an aperture 132 in the bottom of the casing, and thusfurnishing an additional guide for the recipro ating rod 129." This rod129 is provided with a cross-head 133, secured in. positionby anysuitable means, such as the screwtlu'eaded cap 134, which when inposishoulder 135 on the rod 129 and the lower end of said ca The ends ofthe cross-head 133 are provii ed with the apertures 136, through whichpass the piston-rods 137, which are provided with the abutments 138,secured beneath the cross-head, and preferably taking the form of nutsand with the adjustable abutments, such as the set-nuts139, above thecross-head, which are held in their adjustcd position. by the ja1n-nuts140. By ad justing the nuts 139 nearer to or farther from the abutments138 it will be apparent that a greater or less portion of thelongitudinal movement of the rod 129, caused by'the rotation of theshaft 114, will be imparted to the pistons 137, and that each of themcan be ad justed independently of the other to regulate the differentparts to be lubricated. The pistons 137 pass through the stuffing-boxes141,

I pumps 143. These pumps are provided with the cylindrical body portions144, which are connected with the barrels by the channeled cross-pieces145 and are preferably provided with the exterior flanges 146, whichconnect the barrel and the body portion and which extend outside ofthese portions sufficiently to form a flange which rests upon the edgesof the apertures 147, formed in'the top of the casing and of the shapeand size to permit the passage of the pumps, which are preferablysecured in place by the screws 148,passing through the webs 147 and intothe top of the casing 107 The bodies 144 of the pumps have theconnections 149 screwed into the lower end thereof, and the shouldersformed by the upper ends of these connections, together with t e reducedbore thereof, as compared with the bore of the body portionof the pumps,serves as a seat for the ball checkvalves 150. The connections 149 havethe pipes 151 screwed into their lower ends, and

these right and left hand'pipes' are respectively connected to the suppl-tubes 14 and 51, previously referred to. he body portions 144 of thepumpsihave the contracted portions inthelr channels above the horizontalchannels 145, which furnish the seats 152 for the ball check'v'alves153. These checkvalves are held in place by the ends of the connections154, screwed into the top of the body portions of the pumps, and thesecon nections 1.54 support the check-valve lugs .155, the constructionand operation of which are clearly apparent from the drawin s. th theconstructions herein shown it wi l he evident that as the piston 110 isreciprocated by the impulses from the air-pump the sliding shaft 129will be slowly reciprocated, and the desiredv portion of its movementwill be transferred to the pumps 143, which will pump the oil from thereservoir 4 to the air-pump end of the horizontal portion 159. of the T-'shaped body of the valve. A nut 160, 0065p steam-cylinder 2 and fromthe reservoir 50 to 12-0.- flange 158, whichtakes against the left-handcrating with the screw-threaded outer end of the part 159, clampsthepipe' to the valve. The horizontal body portion 159-has the duced atitsleftand end, and-has the inclined shoulder 161 connecting the reducedwith the enlarged portions arrangedto' form,

channel extendin therethrough,'whieh-is re- 1 the valve-seat for thevalve 162, which cooperate's therewith, it preferably being pro videdwith the angular stem 163, pro ecting toward the tube to which it isconnected, as well as with the circular stem 164, projecting in theother direction. This circular stem 164 is surrounded by thehelically-coiled extween the shoulder between the valve and the stem andthe screwplug 166, which is of the shape shown in cross-section andwhich has the channel 167 therein to accommodate the movement of thestem 164 as the valve is unseated by the pressure of the oil passing it.The amount of tension upon the valve 162 is regulated by the strength ofthe spring, which is at least enough to give a pressureof fifteen poundsto the s uare inch necessary to-overeome the possib e suction of thesteam-cylinder pistons when the steam is cut off. The vertical portion1680f the body of the valve is provided wth the vertical chan- .nel 169,connecting the horizontal channel with thescrew-threaded opening 170, bywhich the vacuum-valve is secured to the pipe into which the oil isdischarged.

The details of the steam-poeket construction are shown in Figs. 6 and 7Where it will be seen that the pockets 41 consist of hollow rectangularboxes adapted to be bolted between the end of the pump and the steam--chest by the bolts 171, which pass through the lugs 172, projecting fromthe side of the casing of the pump, through the lugs 173, projectingfrom the sides of the pocket lilil,

1e pipe 4 0 leads from the exhau st-port and opens into the bottom ofthepocket, as seen in Fig. 6, while the pipe 42, leading therefrom, o Jensinto the pocket at the lower portion 0' the side of the pocket adjacentto the smoke-box.

From a consideration of the details of the "foregoing system it will beapparent that the rate of lubrication of the parts is completely underthe control of the engineer and that it can be observed and controlledby him from his seat in the cab, so that he is in complete control ofthe lubrication even when theengine is moving at its greatest speed. Thefirst factor in controlling the rate of lubrication is of course the seed of the engine or the part to be lubricated, and this is ordinarilyvaried automatically as it is needed, the

greater the speed the greater the lubrication required, The secondfactor is the length of reciprocation given to the piston of each-of thepumps as they are operated. This is not automatic; but each pump must beset While the engine is at rest and can be varied from a I short strokedischarging onefiftieth of a drop of oil to a 1on one discharging fiveor' third factor is the adjustmore drops. The ment of thereversing-lever to control the amount of steam admitted t ojthecylinders. Y and-while-the amount of steam thus admit:

' tion, Sen

reservoir located ted is under the dontrol of the engineer'the.

pumps are adjusted automatically in a di-i rect ratio with theadjustment of the reversing-lever. The fourth and last factor is theposition of the block 34 upon the rod 35, and

this, as, before stated, is entirely and at all times under the controlof the engineer.

panding spring 165, which is confined beeration of my improvedlubricating system is The general construction andmode of opapparentfrom the foregoing description, and I have found by actual experimentthat the lubrication'provided thereby for locomotiveengines is in everyway more certain, regular, and satisfactory than in the systems previously in use and that it saves at least slxty ing to approximatelyfifteen per cent., occurs in the running of enginesin whichmy-lubricatin system is employed. I have 'also a foun by actual testswith a dynanlomleter that there is an increase in efficiency as meas?ured by the load that can be pulled of eigha een per cent. resultingfrom the employreat an increase in efficiency is doubtless ound m thefact that when an engine moves slowly, as in starting 01' upon anupgrade, a

very considerable percentage ofv the powercoming the friction of thepistons in the cylment of my system. The reason for so 9'5 available atsuchslow speeds is used in overinders, and any reduction of thisfriction by superior lubrication becomes ivery material at such speeds,while of the power available at high speeds only a small percentageisnecessary to overcome this friction.

While I have shown my invention as cmbodied in the form-which'l atpresent 'col'lsider best ada ted to carry out its purposes, it will beun erstood ,that it is'capa ple of wide modifications and that 1 donotdesiro to be limited in the interpretation of the fol lowing claimsexcept as may be necessitated by the state of the art I y Thisapplication is a' division-of applicaa No. 545, filed bymeJahuaTyG,

. What I claimas new, and desire to seeuilcby Letters Patent of theUnited States, is-,,-

locomotive-engines, the combination with'a reservo r located 111 the cabofthe engine, of a .51" -1. In a forceefeed lubricating systei'n forg amovmg member related to the mechanism, to be lubricatedto actuate? thepump posi; tively in both directions at I intervalsfvary ing directlywith the speed of'the.mechanisxii-- to be lubricated, and, i'pingconneeting said reservoir'and pump an said pumn-and'meeh anism to-belubricated.

In 'a force-feed locomotlve engines;thecombinatiomwith a c a {Cab ofthel engine,

2 5 the pump an feed-test a .paratus in connection therewith by which te rate of feed can be observed, of

a pump adjacent to the mechanism to be lubricated, connections betweensaid pump and 5 a moving member related to the mechanism to belubricated 'to reci rocate the pumplunger positively in hot directionsand at mtervals varyingdireetly with the speed of v the mechanism to belubricated, and piping connecting said reservoir and pump and ear.

pump and the mechanism to be lubricated.

3. In aforce feed lubricating system for locomotive-engines, thecombination with a reservoir located in the cab of the engine, of a rpump adjacent to the mechanism to be luricated, connections between saidpump and a moving member related to the mechanism ,to be lubricated toreciprocate the pump-plunger positively in both directions and at 1ntera pump adjacent to the mechanism to belu bricated, connections betweensaid pump and a moving member related to the mechanism 3 5 to belubricated to actuate the pump at in tervals varyin directly with thespeed of the v mechanism to be lubricated, piping 'connecting saidreservoir and pump and said pump .and the mechanism to be lubricated,means 40 for connecting the test apparatus with and disconnecting thereservolr from the piping leading to the pump without stopping thelubricating actionyand a vacuum-valve interposed in the piping betweenthe pump and '45 the mechanism to be lubricated.

"In a force-feed lubricating system for JOCOIHtfilVG-GllgiIlOS, thecombination with a reservoir located in the cab of'the engine, asight-tube connected at its lower end to said 5o reservoir, and a valvewhereby communicav,,tion withjthe reservoir may be cut oil' and thesupply of oil'drawn from the sight-tube only, I

bi a pum .adjacentto the mechanism to be g 'iubri cate(', connectionsbetween saidpump -.5'5 and a IIIOVIIIQ, member related to the mechan sm"to belublucated to actuate the-pump at intervals varying directly withthe speed of the mechanism to belubrlcated, means for adustlng suchconnections to vary the rate of deliveryoi the pump inde 'nsndently ofthe speed of said mechanism, p1 p ng connecting "said reservoir and" umpand said pump and the mechanism to be lubricated, and a vacuum-valvcinterposed insnid piping between the pump and the mechanism to belubricated. r

6; In a force-feed lubricating system, the combination with a reservoir,:3. feed-test a pa'ratus in connection therewith by which t re rate offeed can be observed, of a pump adjacent to the mechanism to belubricated, connections between said pum and a moving 'member related tothe mec anism tobe lubricated to actuate the pump at intervals varyingdirectly with the speed of the mech- 7 5 anism to be lubricated, saidconnections being adjustable to regulate the amount of movement thatshall be given to the pump at each interval, piping connecting saldreser voir and ump and said pump and the mechanism to e lubricated, anda valve for. simultaneously connecting the test apparatus with anddisconnecting the reservoir from the pipe leading to the pump withoutinterfering with the lubricating action. I 8'5 7'. In a force-feedlubricating sy tem for locomotive-engines, the combination with areservoir located in the cab of the engine, a sight-tube connected atits lower end to said reservoir, a valve whereby communication with thereservoir may be cut oii and the supply of oil drawn from the sight-tubeonly, of a pump adjacent to the mechanism to be lubricated, connectionsbetween said pump and a moving member related to the mechan- 9 5 ism tobe lubricated to actuate the pump at intervals varying directly with thespeed of the mechanism to be lubricated, said connections beingadjustable to regulate the amount of movement that shall'be given to thepump at each interval, means located in the cab for controlling saidadjustment, piping connecting said'reservoir and pump and said pump andthe mechanism to be lubricated, and a vacuum-valve interposed in saidpiping between the pump and the mechanismto be lubricated.

8. In a force-feed lubricating system for locomotive-engines, thecombination with a reservoir, of a pump adjacent to the mechanism to belubricated, connections between said pump and a moving member related tothe mechanism to be lubricated to actuate the pum at intervals varyingdirectly with the spec of the mechanism to be lubricated, saidconnections being adjustable toregulate the amount of movement thatshall be given to the pump at each interval, means to control saidadjustment extending to the cab, and piping connecting said reservoirand pump and said pump and the mechanism to be lubricated. I

9. In a force-feed lubricating system for locomotive-engines, thecombination with a reservoir located in the cab of the engine and havingfeed-test apparatus in connection therewith. by which the rate of feedcan be observed, of a pump adjacent to the mechan- I lo ism to belubricated, connections between said pump and a moving member related.to the mechanism to be lubricated to actuate the pum at intervalsvarying directly with 5 the spec of the mechanism to be lubricated,

said connections being adjustable to regulate the amount 01 movementthat shall be given to the pum at each interval, means to control saidadjustment extending to the cab,

' and piping connecting said reservoir and ump and said pump andthe'mechanism to be lubricated.

10. In a force-feed lubricating system for locomotiveengines, thecombination with a I 5 reservoir, 01 a pump adjacent the mechanism to belubricated, connections between said pump and a moving member related tothe mechanism to be lubricated to actuate the pum at intervals varyingdirectly with the spec of the mechanism to be lubri -ated, saidconnections being adjustable to regulate the amount of movement thatshall be given to the pump at each interval, means to control saidadjustment extending to the cab, piping 2 5 connecting said reservoirand pump and said pump and the mechanism to be lubricated,

and a vacuum-valve interposed between the.

pump and the mechanism to be lubricated.

ii. in a forcolced lubricating system for 30. locomotivc-engines, thecombination with a reservoir located in the cab of the engine and-.having a feed-test apparatus in connection therewith by which the rateof feed can be observed, of a pump adjacent to the mechanism to belubricated, connections between said pump and a moving member related tothe mechanism to be lubricated to actuate.

the pun i at intervals varying directly with the speed oi the mechanismto be lubricated,

said connections being adjustable to regulate the amount of movementthat shall be given to the pumpcat each interval, means to control saidadjustment extending to the cab, piping connecting said reservoir andpump and said pump and the mechanism to be lubricated, and avacuum-valveinterposed in said piping between the pump and the mechanismto be lubricated.

; 12. In a "force-feedlubricating system for 5o locomotive-engines, thecombination with a reservoir, of a plurality of pumps, each locatedadjacent to the mechanism it is to hibricatc, connections between eachof said pumps and a moving member related to the mechanism to belubricated thereby to actuate the pump at intervals varying directlywith thespeed of its mechanism to be lubricated, said connectionsbeingsimultaneously adjustable to regulatethe amount of movement thatshall begiven to the 'ump at each interval, means to control sai adjustmentextending to th'e'cab, and 1piping connecting said reservoir and 'each 0each of said pumps and its mechanism to be '6 5 lubricated.

said pumps and 13. In a force-feed lubricating system forlocomotive-engines, the combination with a reservoir located in the cabof the engine, of a plurality of pumps, each located adjacent to themechanism it is to lubricate, a plurality of feed-test apparatuscorresponding in numbers to the pumps and each assoclated with a certainpump by which the rate of tions between each of said pum s and a movingmember related to the mec anism to be lubricated by said pump to actuateit at intervals varying directly with the speed of the mechanism lt isto lubricate, said connections being simultaneously adjustable toregulate the amount of movement that shall be given to the pump at eachinterval, means to control said adjustment extending to' the cab, andpiping connecting said reservoir and each of the pumps and each of saidpumps and itsmechanism to be lubricated.

14. In a force-feed lubricating system for locomotive-engines, thecombination with a reservoir, of a plurality of pumps, eaqh adjacent tothe mechanism it is tmlubri'cate,

a moving member related to the mechanism: it is to lubricate to actuatethe pump at inmechanism it is to lubricate,"sa1d connections beingsimultaneously ad ustable to control said adjustment ipingconnectin saidreservoir and each of said'pumps and eachof said pumps and its mechanismto be lubricated, and a plurality of vacuum-valves interposed in saidpiping, pump and its mechanism to be lubricated;

15. In a force-feed lubricating system for reservoir located in the cabof an engine, of a plurality of pumps, each adjacent to' the mechanismitis to lubricate, a plurality of feed-test apparatus corresponding innumber to the pumps and each associated with a certain pump by whichthe'rate of feed of each pump can be observed, connections between eachof said pumps and a movmg member related to the mechanism it is tolubricate to actuate-the pump at intervals varying directly with thespeed of the mechanism it is to lubricate, said connections beingsimultaneously adjustable to regulate the amount of movement that shallbe given to the. pump at each interval, means to control said adjustmentextending to the cab,.p1p1n connectingsaid reservoir and each of sanpumps and each of said pum s and its mechanism to be lubricated, an aplurality of vacuum-valves interposed in said piping, one between eachpump and its mechanism to be lubricatedi 16. In a force-feed lubricator,the combifeed of each pump can be observed, connectervals-varyingdirectly with the speed of the.-

regulate the amount of movement that shall be given to a pump at eachinterval, means 7 extending to the cab of the locomotive tolocomotive-engines, the combination with a connections between each ofsaid pumps and too one between each the pump and a moving member relatedto the mechanism to be lubricated to actuate the pump at intervalsvarying directly with the speed of the mechanism to be lubricated,saidconnection being adjustable to regulate the amount of movement thatshall be given to the pump at each interval, and piping connecting thepump and the mechanism to be lubricated.

17. In a force-feed lubricatin system, the combination with a pump, 0 areservoir connected therewith and located above the mechanism to belubricated, a supply-pipe leading from said. reservoir to the pump, a

discharge-pipe leading from said pump to the mechanism to be lubricated,an auxiliary discharge-pipe leading from the supply-pipe to themechanism to be lubricated, and connections between the auxiliarydischarge pipe and the su ply-pipe to pass the oil through or aroun thepump, as may be desired.

' 18. In a force-feed lubricating system, the combination with a pump,of a reservoir connected therewith and located above the mechanism to belubricated, a supply-pipe leading from said reservoir to the pump, a

discharge-pipe leading from the pump to the mechanism to be lubricated,a vacuum-valve in said dischar e-pipe, an auxiliary discharge pipeleading From the sup ly-pipe to the mechanism to be lubricate astop-cock in said supply-pipe between the reservoir and the auxi iarydischarge-pipe, and connections between the auxiliary discharge-pipe andthe supply-pipe to pass the oil through or around the pump, as may bedesired.

19. In a force-feed lubricating system for locomotive-engines, thecombination with the pump adjacent to the steam-chest, of thesteam-pocket in immediate proximity to said pump, and a pipe leadingfrom the steamcylinder exhaust-port to said pocket.

20. In a force-feed lubricating system for locomotive-engines, thecombination with the pump adjacent to the steam-chest, of thesteam-pocket in immediate proximity to said pump, a pipe leading fromthe steam-cylindrr exhaust-port to said pocket, and. another ipe leadingfrom the pocket into the smokeox, substantially as and for the purposedescribed.

21'; In a force-feed lubricating system for ocomotive en ines, thecombination with the pump an adjacent to the steam-chest,

of the rectangular steam-pocket immediately between the steam-chest andthe pump, a pipe leadin from the steam-cylinder exhaustport to saipocket, and another pipe leading from the pocket into the smoke-box,substantially as and for the purpose described.

22. In a force-feed lubricating system for locomotive-engines, thecombination with the reservoir, of a luln'icating pum located in thecab, a supply-pipe leading irom said reservoir to the pump, anair-cylinder having a piston therein, an oscillating member actuated bythe piston and for operating said pump, and an airpipe connecting theairbrake pump with said air-cylinder.

23. In a force-feed lubricating system for locomotive-engines, thecombination with a reservoir, of a lubricating-pump located in the cab,a supply-pipe leading from said reservoir to the pump, an air-cylinderhaving a piston therein for operating said pump, an air-pipe connectingthe air-brake pump with said air-cylinder, and a discharge-pipe leadingfrom the lubricating-pump into the airpipe.

24. In a force-feed lubricating system for locomotive-engines, thecombination with a reservoir, of a lubricating-pump located in the cab,a supply-pipe leadin from said res: ervoir to the pump, an air-cy inderhaving a piston therein for operating said pump, an airzpipe connectingthe air-brake pump with $211 and a vacuum-valve in said dischar e-pipebetween the lubricating-pump and the airp In a force-feed lubricatingsystem for locomotive-engines, the combination with the reservoir, of afluid-pressure-operated lubricating-pump located in the cab, connectionsbetween said reservoir and )ump, connections from the air-c linder ofthe airpump for operating the In ricating-pumpat intervals correspondingwith the movements of the air-pump, a steam-pipe leading to theair-pump, and a discharge-pipe leading from the lubricating-pump to thesteam-pipe.

26. In a force-feed lubricating system for air-cylinder, adischarge-pipe leading .from the lubricating-pump into the air-pipe,

ITO

"reservoirs and their respective pumps, connections from the air-pumpfor operating said lubricating-pumps at intervals corresponding with themovements of the airpunip, a disch.argepipe leading ultimately from oneof said lubricating-pumps to the air-pump steam-cylinder, and another dicharge-pipe leading from the other lubricating-pump ultimately to theair-pun'ip.

28. In a force-feed lubricating system for locomotive-engines, thecombination with the two reservoirs, of a pair of lubricatingpumpslocated in the cab, a supply-pipc leading from each of said reservoirsto its connected lubricating-pump, an air-cylinder having a pistontherein for operating said lubricsting-pumps, an air-pipe connecting theair-brake pump with. said air-cvlinder, a discharge-pipe leading fromone oi id lubricating-pumps into-the air-pipe, and a discharge-pipeleading from. other of said pumps to stearn-pipe'leading to the airpumpsteam-cylinder.

29. In a force-Feed luhricating'systcm for locomotive engines, thecombination with the two reservoirs, of a pair of lubricatingpumpslocated in the cab, a supply-pipe lead. ,ing from each of saidreservoirs to its con-- nccted lubricating-pump, an air-cylinder havinga piston therein for operating said lubricating-pumps, an air-pipeconnecting the air-brake pump with said air-cylindm', a discharge-pipeleading from one of said lubricating-pumps into the air-pipe, asteam-pipe leading to the air-pump steam-- zvlinder, a discharge-pipeleading from the other of said pumps to thesteam-pipo, and a vz'icuumvalve interposed in each discharge-pipe beyond the connectedlnbrieating-pump,

30. In a force-iced lubricating system for locomotiveengines, thecombination with a reservoir, of a pump adjacent the drivingcylinder andconnected to said reservoir, connections between said pump and a movingmember associated with the drivingcylinder for operating said pump atintervals corresponding to the movements of the drivingpiston, saidconnections being adjustable to, regulate the amount of movement thatshall be given to the pump at each interval, and means to control saidadjustment extending to the cab.

3f. In a force-feed lubricating system for locomotive-engines, thecombination with a reservoir, of a pump adjacent the driving cylinderand connected to said reservoir, and connections for operating said pumpat intervals corresponding to the movement of the drivin -pisthn', saidconnections being adjustable to regulate the amount of movement thatshall be given to the pump at each interval and comprising a linkconnected to the pump-actuating arm,- a rod substantiallyparallel ,toand supported by the slide-valve rocker-arm, a block slidably mounted onthe ELK responding to the movement of the driving piston, saidconnections being ad just-able from the cab to regulate the amount ofmovement that shall be given to the pump at each interval and.comprising a link connected to the pump-(actuating arm, a rodsubstantially parallel to and supported by the slide valve rocker-arm, ablock slidably mounted on therod and connected to the link, and

means for shifting the position of the block on the rod.

33. In. a force-iced, lubricating system for locomotive-engines, thecombination with two pumps one adjacent each oi the driving cylinders,of Inc-ansfor supplying said pumps with oil, connections between each ofsaid pumps and a moving member associated with the correspondingsteam-cylinder for oporating its connected pump at intervalscorrcsponding to the movement oi the drivingpiston, and means foradjusting said conncotions extending to the cab to shnultancouslyregulate the amount of movement that shall be given to each pump at eachinterval.

34. In a force-feei'l lubricating system for locomotive-engines, thecombination with two pumps, one jacent each of the drivingcylinders, anactuating-arm for each pump, of means for supplying said pumps with oil,and connections between each of said pumps and the slide-valverocker-arm associated with the corresponding steam-cylinder foroperating its connected pump at intervals corresponding to the movementoi the driving-piston, said connections being adjustable from the cab tosimultaneously regulate the amount of movement that shall be given toeach pump at each interval, said connections comprising links connectedto the pump-actuating arms, rods substantially parallel to and supportedby the slide-valve rockerarms, blocks slidably mounted on the rods andconnected to the links, and means extending to the cab of the locomotivefor shifting the positions of the blocks on the ro s.

' 35. In a force-feed lubricating system for locomotive-engines, thecombination with .two pumps, one adjacent each of the drivingcylinders,of means for supplying said pumps with oil, and connections between eachof said um s and the slide-valve rocker-arm izo associate with thecorresponding steam-cyl inder for operating its connected pump atintervals corresponding to the movement of the driving-piston, saidconnections being adjustable from the cab to simultaneously regulate theamount of movement that shall be given to each pump at each interval andcomprising the adjustable hand-lever, an arm 27, a rock-shaft to whichsaid arm is secured, a connection between the hand-lever and the arm 27,arms fixed to the rock-shaft, links 31 connected to the arms 30, slidingblocks pivotally secured to the links 31, rods secured to theslide-valve rocker-arms and on which the blocks are slidably mounted,pump-ache atin arms, and connections between the blocl qs and thepump-actuating arms.

36. In a force-feed lubricating system, the combination with aforce-feed pump, of a moving member the amount of whose move mentcontrols the amount of power applied to the mechanism to be lubricated,and operating connections between said member and said pump.

37. In a force-feed lubricating system, the

combination with a i'orcefecd pump, of the Blide valve rocker-arm of asteam-cylinder to be lubricated, and connections between-said rocker-armand said pump.

38. In a force-feed lubricating system, the combination with aforce-feed pump, of a moving member the amount of whose movementcontrols the amount of power applied to the mechanism to be lubricated,operatin connections between said member and said pump whereby the pumis operated at a rate varying automatica y with the power applied tosaid mechanism to be lubricate l, and means under the control of theoperat r for shifting said connections at will to still further increaseor diminish the rate of oper ation of the pump.

39. In a force-feed lubricating system, the combination with aforce-feed pump, of the slide-valve rocker-arm oil a steam-enginecylinder to be lubricated, operating connections between said rockerarmand the pump, and means for shifting the position of the con nections onthe rocker-arm to still further increase or diminish the rate ofoperation of the pump.

40. In a force-feed lubricating system, the combination with aforce-feed pump, of connections between the slide-valve rocker-arm of asteam-engine cylinder, and the pump whereby the pump is operated at arate varying automatically with the power applied to said mechanism,said connections consisting of a rod between said pump and rocker-arm soconneotedito said rocker-arm as to be moved a distanc e varying directlywith the swing of said arm, and means for shifting the position of theconnection on the rocker-arm, substantially as and for the pur 6o posedescribed.

41. In a force-feed lubricating system for locomotive-engines, thecombination 'With, the pump adjacent to the steam-chest, of thesteam-pocicet in immediate proximity to said a 5 pump, and. a pipeconnected with a source of steam-supply leading to said pocket.

42. in a lubricating system for locomotive-engines, the combination witha pump adjacent to the steam-chest, of a steam- 7o pocket in immediateproximity to said pump, an oil-supply pipe leading to the pump, and asteam-pipe immediately adjacent said oilsupply pipe and opening intosaid steampoc ct.

43. In a lubricating system for locomotive: engines, the combinationwith a pump adja+ cent to the steam-chest, of a steam-pocket inimmediate proximity to said pump, an oilsupply pipe connected to theoil-reservoir and leading through the boiler-jacket to the pum and asteam-pipe adjacent said oilsupp y ipe' leading from said pocket to thesmokeox.

44. In a lubricating system for locomotiveengines, the combination. witha pump adjacent to the steam-chest, of a steam-pocket in immediateproximity to said pump, an oilchmbination with the reservoir for theoilsupply, of a force-feed ump for drawing oil from the reservoir, and avacuumwalve located beyond the pump and through which the oil must beforced to reach the object to .be lubricated.

46. In a force-feed lubricating system for locomotive-engines, thecombination of the air-cylinder, a piston in said air-cylinder, a pipeconnecting said air-cylinder to the air- -5 rake air-pump, so that thepiston in said air-cylinder is operated. as the air-pump is o erated,the two oil-pumps connected with t e air-pump and the air-pumpsteam-cylinder,. respectively, and operated by the reciproca- 1 :0 tionof said piston, and the two oil-reservoirs connected with saidoil-pumps. 1

JOHN F. MGCANNA. Witnesses:

LOUISE E. Samoa,

. Harris 0. HALvoRsoN.

